Epicycle engine



Aug. 30, 1938. J. scHLiTz EPIGYCLE ENGINE I N VEN TOR.

A TTORNE Y.

Aug. 30, 1938. J. scHLlTz EPICYCLE ENGINE Filed July 5, 1935 16Sheets--Sheel 2 INVENTOR.A

A TTORNEY4 Aug. 30, 1938. J. scHLlTz 2,128,330

EPICYCLE ENGINE Filed July 5, 1935 16 Shee'tS-Sheet 5 INVENTOR.

A TTORNEYA Aug. 30, 1938. 1. scHLlTz EPICYCLE ENGINE Filed July 5, 195516 Sheets-Sheet 4 A T TORNE Y J. SCHLlTZ EPICYCLE ENGINE v Aug. 30,1938.

' ATTORNEY.

16 Sheets-Sheet 5 Aug. 30, 1938. J. scHLlTz EPICYCLE ENGINE Filed July5, 1935 16 SheetS-Sheel' 6 INVENTOR ATTORNEY.

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A TTURNEY.

Aug. 30, 1938. J. scHLlTz EPICYCLE ENGINE Filed July 5, 1935 16Sheets-Sheet 9 ATTORNEY.

Au'g. 30, 1938. J. scHLlTz EPICYCLE ENGINE Filed July 5, 1935 16Sheets-Sheet 10 A TTORNE Y.

Aug. 30, 1938. J. scHLlTz EPICYCLE ENGINE Filed July 5, 1935 16Sheets-Sheet 1l l Ig Q\HW ATTORNEY.

Aug. 30, 1938. .1. scHLl'rz EPICYCLE ENGINE 16 Sheets-Sheet 12 FiledJuly 5, 1935 MM. S n.

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Aug. 30, 1938. J. scHLlTz EPICYCLE ENGINE Filed July 5, 1935 16Sheets-Sheet 14 /N VE/v TUR.

Aug. 30, 1938. -1 SCHUTZ 2,128,330

EPICYCLE ENGINE Filed July 5, 1935 16 Sheets-Sheet 15 f /NvE/v TUR Aug.30, 1938. J. scHLn-rz EPICYCLE ENGINE Filed July 5, 1935 16 Sheets-Sheet16 Patented Aug. 3G, 1938 ATET OFFICE EPICYCLE ENGmE lohn Schlitz,Leavenworth, Kans., assigner of i one-half to Ida Wilhelm Brugger,Tuckahce,

Application `luly 5, 1935, Serial No. 36,032

l2 Claims (Cl. 103121) The invention, the Schlitz epicycle engine is anew engine, typical of a new order of motion and new function and of newcombination of parts,1 which together may be henceforth universallyaccepted as a newly established fundamental principle of a new order ofmotion and of a construction capable of serving various purposes of theclass as hereinafter set forth;

First, to impart two way motion as a power plant, further, to receivepower to act as a pump either by right or left turn of the engine, or asa compressor by right or left revolution and possibly set a foundationfor a new class of internal combustion engines with added modificationsto this new principle.

The second object of my invention is to provide an engine capable ofacting as a power plant for setting machinery in motion, capable ofbeing driven by a power plant to act as an air pump, liquid pump, gaspump, air compressor, liquid compressor or gas compressor, and capableof performing these functions without removing or adding a partthereof.r

The third object of my invention is to depart from the old establishedsystem in which pressure and motion is lost, as for instance, in pistonmotion and pressure loss invturbines. My en gine receives and gives fullpressure, depending whether used as power plant or compressor, etc. Itis a rotor operated by actual pressure rather than the blow of steam andwill suck or compress liquid or gas rather by confinements of inlet andoutlet chambers than velocity. And in addition, my engine is capable ofimparting such motion, compression, or suction regardless of directionof rotation of the engine.

The fourth object of my invention is, for example, if used to draw -airfrom a iank to provide capability of producing a complete Vacuum,regardless of direction of rotation of the engine.

Th'e fifth object of my invention is to provide an engine which, (forinstance while operating as a pump), will pump with equal force Whetherthe engine rotates to right or left. And if the engine serves as amarine motor or hoist engine, its rotatory action can be reversed almostinstantly and also gradually and when the rotation of the engine isreversed it will continue in reversed motion with the same force andeffect following a shift of inlet and outlet valves of the engine bed.With this object, the voil regulator and oil feeder (being related toand typical in function- The sixth object of my invention is to providean yengine in which the wear can be easily and most accurately taken upand which can be more easily assembled and with less trouble taken apartfor repairs and replacement of parts. 5

The seventh object of my invention lis to pro- `vide an engine in whichexpansion and contraction of heated parts automatically take care ofthemselves to provide smooth and steady running order and prevent escapeof pressure. 10'

The eighth object of my invention is to provide a smaller, lessexpensive, more efficient and compact motor engine; pump and compressor,to, as

aforesaid, serve any one "of the said diierent purauxilarily co-operateto eliminate major friction 25v and to eliminate vibration whileoperating as an auxilio-motor, compressor, pump, etc., which may benamed twin-auXilio-axisymmetric-rotor or epicycle-engine.

The eleventh object of my invention is to 30 provide an engine capableof possessing large enough intake and exhaust mouths to provide greaterspeed or more work therefrom according to the applied uses and purposes.

The twelfth object of my invention is to pro- 35 vide a standard engine,serviceable as an airship motor, marine motor, automobile motor orstationary engine or pump, etc., capable of being manufactured in anysize for any of said aforementioned purposes according to need in air,on 40 land or sea, as a moto-r, pump or compressor, for

passage of liquid, or gas, to produce power, pressure or vacuum bymovement of a gate Within one or a plurality of epicycloid spaces.

The thirteenth and final outstanding object of 45 my invention is toprovide one or more engines of the class described each engine adaptableto and for said foregoing various uses and purposes without a departurefrom or a re-arrangement of parts thereof, other than the shift- 50 ingof the inlet and outlet valves which are movably mounted in the enginebed.

With the above and other objects in View, my invention rests wholly orin part chiefly duad in an inner and outer drum or a pair of inner and5.5

' outer drums duad in nature; in general in a cylin- .fdrical vouterdrum about an 4inner eccentrically located cylindrical valve drum. bothdrums auxiliary to each other, each with a separate axis, the

inner one or valve drum being'eccentric-axisaxisymmetric with the saidcylindrical outendrum to form a convexo-concave space between the innerwall of the cylinder and the -outer wall of the said valve drum, valveports being furnished in said valve drum, -and a slidable pressure gatebeing furnished between said ports. Said slidable gate islocated'between said valve mouths to divide the said valve mouths toseparate the pressure of intake and outlet within an epicycloidal space..There are provided a means on the side of the pressure gate to keep thesaid pressure gate against the inner wall of the said cylinder, anengine bed, bearings on said engine bed to journal the twin eccentricauxilio-axes by hub and shaft, valves in said engine bed, an oil filtertherein, an oil regulator thereon, an oil feed pump on the end of saidshaft of the said valve drum in consociate coronary form, and means onsaid engine bed to take up wear and give way to expansion of overheatedparts.

certain appended claims are duad in meaning to Vbe construed to mean oneor two units treated as one, sincel an engine of the class with singlecylinder is understood to be operatablewhile duad or doublecounterbalancing valve drums with cylinders with oppositeconvexo-concave chambers as shown and described furnish smoother andmore even drawing power, as for example, the difference in an old onecylinder and plurality cylinder piston type engine. l

My invention generally extends to embody the peculiar features ofconstruction and new function and novel arrangement of parts set forthin the following description, especially stated in the appended claims,and illustrated in the accompanying sixteen sheets of drawings, whereinlike characters indicate like corresponding parts throughout, and inwhich:

Figure 1 is a top elevation of my invention;

Figure 2 is a central vertical sectional view of the engine on line 2 2,Figure 7, with the valve drum, pressure gate and the shaft with thepackings on the end of said shaft in elevation;

Figure 3 is a top elevation of the engine bed; Figure 4 is a centralvertical sectional view of the engine on' line 4 4 Figure 7 with thesleeve valves in elevation;

Figure 5 is a central vertical sectional view of the valve drum, withthe shaft and key of the shaft in elevation;

Figure 6 is a side elevation of my invention with the cover partly insection;

Figure 7 is a front elevation on line 1 1 Figure 6;

Figure 8 is a rear elevation of my invention, on line 8 8 Figure 6,but,with the cover of the bearing box and take-up gauge removed;

Figure 9 is a central vertical sectional view of my invention on line 99 Figure 7 in the direction of the arrow;

Figure 10 is a sectional view on line I 0 l0, Figure 9 of my invention;A

Figure 11 is a cross-section on line Il il Figure 9 of my invention;

Figure 12 is a front elevation of my invention, I

aiaasso Figure 14 is a sectional view online II-M Figure 9;

Figure-15 is a front elevation of the valve drinn and of the pressuregate in relation to the cylindrical drum:

Figure 16 isa top elevation of the valve-adjusting lever, but with oneendof the female part thereof in section;

Figure 17 is an enlarged the oil divisioner;

Figure 18 is an enlarged perspective view of a central bearing key;

Figure 19 4is a top elevation of my invention, but, with the engine bedand its bearing and wear-take-up means in, consociate corollary formshowing another method of carrying'the invention into effect;

Figure 20 is a. central vertical sectional view of the engine on line30-30 Figure 35 with the valve drum, pressure gate and the shaft and onepacking of the said shaft in elevation, with said valve drum partly inbroken section;

Figure 2l is an elevation of the heating-ex- -perspective view ofypander-ring with a broken part cf a layer of a runner plate and ballbearing plate as for example, shown against the sides of the left handvalve drum of Figure 20;

Figure 22 is an elevation of the heating-expander-ring in consociatecorollary form with a broken part of the ball bearing plate between twobroken parts of the runner plates, as for example applied against theside of the valve drum of Figure 2 and Figure 9;

Figure 23 is an elevation of the hub of the cylinder in furtherconsociate corollary form with broken layers of packing plates betweenthe said hub and the gate control ring, and as for example shown appliedagainst the sides of the right valve drum of Figure 20;

Figure 24 is a side elevation of a non-adjustable male cog of the valvedrum shownin Figure 32;

Figure 25 is an adjustable male cog of the valve drum Figure 11;

Figure 26 is an adjustable female cog as apc: plied for example inFigure 11 and Figure 32;

as in Figure 20, but showing the arrangement of the cogs of Figure 24and Figure 26 on the left valve drum (for example) andshowing (forexample) the cog bars of Figure 27 and Figure 28 on the right hand valvedrum;

Figure 31 is a perspective view of a means in the gate to preventpassage of pressure;

Figure 32 is a partial sectional view of left Y hand valve drum `ofFigure 30;

Figure 33 is a partial sectional view ofthe right hand valve drum ofFigure 30;

Figure 34 is a side elevation of my invention of the Figure 19 example;

Figure 35 is a front elevation of the engine on line 35-35 Figure 34;

Figure 36 is a central cross-section of the engine on line 36-36 Figure34;

Figure 37 is a central vertical sectional view of the engine on line 313'| Figure 35;

Figure 38 is a sectional view of the engine on line 38-38 of Figure 37;

aiaasso VFigure 39 is a sectional view of the engine on line 39--39Figure37;

Figure 40 is a top view elevation of the engine bed of the engine ofFigure 19;

Figure 4l. is a central vertical sectional view of the engine bed online 4I Figure 42;

Figure 42 is a central sectional view` through the engine bed andthrough the sleeve valves on line 42--42 Figure 4l, with sleeve valvesbroken;

Figure 43 is a side elevation of a sleeve valve;

Figure 44 is a bottom elevation of the engine bed of Figure 40 with thesleeve moving means;

Figure 45 is a perspective view of the sleeve moving means in reversedaction to the sleeve moving means in Figure 44;

Figure 46 is a top elevation of the epicycle oil pump attached to theend of a shaft;

Figure 47 is a central vertical sectional view of the epicycle pump online 41-41 Figure 48, but with the shaft section thereof in elevation;

Figure 48 is a rear elevation of the epicycle pump, with the oilregulator removed;

Figure 49 is a side elevation of the epicycle pump attached to the oilregulator;

Figure 50 is a central vertical sectional view of the pump and viewthrough the oil regulator on line 50--50 Figure 51 with the shaftsection, the adjustors, packing rings, anchor ring and spring on thesaid shaft in elevation;

Figure 51 is a rear elevation of the oil pump with the regulator;

Figure 52 is a side elevation of an oil illter;

Figure 53 is a central vertical sectional view of the oil filter;

Figure 54 is a central vertical sectional .view of the casing of the oillter in consociate corollary form;

Figure 55 is a central vertical sectional view of the end of the engineshaft 68, with a.. broken section of the oil distributor rod therein inele vation;

- Figure 56 is a rear elevation of the shaft 68;

Figure 57 is a top elevation of the plate of the filter;

Figure 58 is a sectional view of the pump on line 59 Figure 50, with asectional view of a broken central shaded portion of the automatic valveshifter on line 59 Figure 50, showing the arrangement of the oil valvesof the pump when the shaft rotates to the right in the direction of thearrow;

Figure 59 is a sectional view of the pump on line 59 Fi-gure 50 with asectional view of the broken y sectional shaded portion of the automaticvalve shifter directly on line 59' Figure 50, showing the arrangement atthe stand still of the shaft;

Figure 60 is a sectional view of the pump. as

in Figure 59, but showing the automatic arrangement of the oil valveswhen the shaft rotates to the left as shown by the direction of thearrow;

Figure 61 is a face elevation of the automatic valve shifter on the line59 Figure 49 or Figure 50;

Figure 62 is a central vertical sectional view vof the automatic valveshifter;

compression according tothe diminishing or enlargement of theepicycloidal space on the sides of the oil gate;

Figures 67 to 70 inclusive lare each a sectional view as in Figures 63to 66, but showing the aul shown in Figure 75;

Figure 72 is a central vertical sectional view of the cylinder of thepump on line 1I. Figure 71,.and with a gate;

Figure 73 is a central vertical sectional view of the cylinder ofthepump on line 13-13 Figure 71;

Figure 74 is a central vertical lsectional view of the cylinder of thepump on line 'I4-14 Figure-73;

Figure 75 is a side elevation of the oil gate in consociate corollaryform in compressed state;

Figure 76 isa side elevation of the oil gate in expanded state;

' Figure 77 is an edge view of the gate of Figure 76, showing a T shapedreplaceable shoe;

Figure 78 is a broken edge section of the gate, showing a C shapedreplaceable shoe mounted thereon;

Figure 79 is an enlarged side elevation of the gg flow control means ofthe oil gauge .of Figure Figure 80 is an expandible packing ring of thepump;

Figure 81 is an anchor ,ring of the pump;

Figure 82 is a side elevation of a replaceable shaft section with anelevation of the oil distributor rod, both attached to a main shaft in aconsociate corollary form for replacement of worn parts.

In the accompanying drawings the numeral I indicates a front rotatablecylinder, 2 the rear rotatabl'e cylinder, the front cylinder having avalve drum 3 and the rear cylinder 2, a valve drum 4 eccentricallyarranged therein, both auxiliary to each other, the cylinders and valvedrums have a separate axis, to form a convexe-concave 01' epicycloidalspace 5 between the inner Wall 6 of the cylinder and the outer wall 1 ofthe said valve drum. Valve mouths 8 8 and 9-8 are formed through theouter wall 'I of the valve drum and openings I and II on the side ofsaid valve drum communicating with said mouths 8--8 and 9-9'respectively. A slidable pressure gate I2 is mounted between said valvemouths to divide the said valve mouths to separate the pressure ofintake and outlet within the epicycloidal space 5. A shoe I3 is providedwith a spring I4 to force the said shoe against the inner wall 6vof thecylinder. Axles I5 and I5' are furnishedon the side of the pressure gateto keep the said pressure gate movable against the inner wall 6 of thesaid cylinder. A gate guide ring I6 is mounted on each side of saidvalve drums, said guide rings having on the inner side a bore I'I and abushing I8 in said bore to hold an axle I in one ring I6 and an axle I5in the opposite ring I6. Said plurality of guide rings I6 have each acircular groove I9 on one side to rest a spring 20 and ball bearingplate 2| and runner plates 22 and 23 therein. The ball bearing platebeing provided with ball bearings 24. The guide ring I6 with its membersof the groove I9 rest movably within a groove 25 of' the hub 26 so as toallow the rims 21 and 28, Fig. 22, of the ring I6 to sink into the innerside of the groove 25 of the hub 26 and thereby allow room for. heatexpansion and contraction of the valve drum. The hubs 26 may have athreaded portion 23 against the threaded portion 30 ofthe cylinder,shownin Fig. 2, or be without threaded portions as shown in cylinder3|', Fig. 20 and Fig. 37. The hubs with cylinder 3| are shown in Fig. 20and Fig. 37 merely for example on half side portion of the engine andtherefore understood that Fig. 20 and Fig. 37 or Fig. 2 may have a pairof cylinders, to be known here as cylinders 3| and 3|', or that theengine of Fig. 20 and Fig. 37 is capable of having cylinders I and 2. Itis shown that each cylinder pf the type 3| and 3|' is provided with apair of hubs 32 with packing rings 33, 34, 35, 36, 31 and with guidering 38 (of the class shown in Fig. 23). The guide ring of Fig. 22 maybe also used with cylinders 3| and 3|'. And guide ring I6 of Fig. 22 forthe engine shown in Fig. 2 may be also substituted for the guide ring ofFig. 21. 'I'he guide ring of Fig. 21 shown in cross section in Fig. 20,has a plurality of bores' or sockets 39 for coil springs 40, a spring ofwhich is separately shown in Fig. 29 and which may be substituted forthe spring 20 of the spring system of Fig. 22. Each hub rests on abearing 4| on the axle. The engine, Fig. 2, is provided with threehollow axle bodies or hubs. The center axle body 42 -has axle 43 and43', the front axle body 44 and axle 45 and the rear axle body 46 anaxle 41, each of which has a hollow bore 48 and one or two side openingstherein as inlet and outlet for intake and exhaust. The side openings49,.Fig. 2, of the front axle body 44 lead into the opening 50 of theengine bed 5|, Fig. 3, while the opening 52, Fig. 10, of theaxle body 44leads into the opening 53 of the engine bed. The side opening 54 .of thecenter axle body 42 leads into the opening 55 of the engine bed, whilethe side opening 56 of the center axle body leads into the opening 51 ofthe engine bed. And the side opening 58 of the rear axle body 46 leadsinto the opening 59 of the engine bed body, while the side opening 60 ofthe rear axle body leads into the opening 6| of the engine bed.

The engine of Figs. 1 to 14 inclusive is so constructed that either oneor two of the said joining side openings may be used asfinlet or outletports. In the engine of Fig. 19 to Fig. 40 inclusive, only one throughopening is provided for inlet and two openings for outlet, the twooutlet openings on one side can however be used as inlets and the onesingle side opening on the other side for outlet. And the engine of Fig.19 to Fig. 40 may have also such double inlet and outlet ports as shownin Fig, 1 to 14, if the engine bed of Figs. 19 to 40 is provided withsleeve valves as shown in Fig. 4, or provided with sleeve valves 62,Fig. 43, and applied in the engine bed 63, as shown in Fig. 41 and Fig.42.

The engine bed 63 is then to be provided with an opening 54 between thedotted lines 55, Fig. 36. And it is to be understood that the engine,Fig. 1 to Fig. `14, may be provided with a single side opening througheach axle body as shown for example in the engine, Fig. 19 to Fig. 40inclusive. And in that case, no sleeve valves will be needed in Fig. 1to Fig. 14.

The intake pipe 64 and exhaust pipe 65 (shown in Fig. 2) may be reversedwith the same effect without loss of power nor without change in motionsince the movement of the sleeve valves provide the flow of pressure ofintake and of exhaust toforce the valve drum to rotate either to theright or left. It can be seen in the accompanying drawings, that acylinder or pair of cylinders encompass each a valve drum, the cylinderof which is sided by hubs which rest on axles separately from those ofthe valve drum. The valve drum has a hub 66, a bore 61 therein withashaft 66 through the said bore. The shaft is rotatably mounted as wellas adjustably held within the front and rear axle bodies as for examplein Fig. 2, Fig. 7, Fig. 8 and Fig. 9 or as in Fig. 12. or heldadjustably at the center axle body for example Figs. 19. 20, 36 and 37.The shaft may have center, front and rear bearings of any type. Theshaft may only rest Within packing rings I6 mounted in the front andrear axle bodies if a mere center bearing is used. l

I t is shown that the packing rings 63 about the shaft in Fig. 2 areheld by a threaded washer 68 to an inner countersunk portion of bothfront and rear axle bodies, while in Figs. 19 to 42, the packing ringsare held by a plate 10 which plate may beheld by screws 10'.

It is further shown that While the bearing of Figs. v1 to 17 inclusive,is composed of bushings 1| and 12. and a top part 13 which may be forceddown upon the shaft by the wedge 14 through the action of the screw 15in the threaded portion of the wedge 14, the wedge rests against theopposing key 18 While the plate 11 of the bearing is held by anadjustable screw 18 to allow the shaft to be lowered and with it thevalve* drum against the inner wall of the cylinder to form an air tightApermanent closing gate, or otherwise called the fading point of theepicycloidai crescents of the eplcycloid pressure chambers between theinner wall of the cylinder and outer diametrical wall of l the valvedrum.

'I'he screw 18 is threaded into the lower key piece 19 which is keyedinto the side walls 80 and 8U' of the bearing box of Fig. 7. 'I'hebearing is protected by a cover 8| mounted slidably to the si-de walls60 and 80'. However, the bearing may also take on a form such as (forexample) shown in Fig. l2 in which four screws 84 perform the samefunction of holding and regulating the shaft correctly in proper place.

The bearings may be arranged in various ways and be of any nature withprovisions of means to adjust the valve drum by adjusting the shaft. Theaxle body may be adjusted by a ring 85,Figs. 1 to 12 inclusive, or byscrew rods- 86 through holes 86' provided for said screws in the frontand rear axle bodies as for example shown in Fig. 19 to Fig. 39, or byany other similar and numerous means to force the front and rear axlebodies toward the center to take up wear. Y The hub for example may bescrewed into the cylinder by a purchase of a tool A (shown by dottedline in Fig. upon the inner rim of the cylinder at the point C andagainst the pin B of the hub to furnish leverage to release the hub 26from the cylinder, or tighten the hub towards the side walls of thevalve drum. And the said hub may have further a spring or a latch whichmay snap into one of the said spaces between the said cogs of the underrim of the cylinder to prevent the hub from releasing itself from thecylinder while the engine ls set in motion.

'I'he ring 85 may be marked by degrees and have a similar means by whichthe ring 85 is locked at a predetermined position.l And said ring mayhave a means 81 for obtaining a purchase with a tool, to rotate thering, or may have holes instead for insertion of a tool to screw thering on its..

